US9376121B2 - Method and display unit for displaying a driving condition of a vehicle and corresponding computer program product - Google Patents

Method and display unit for displaying a driving condition of a vehicle and corresponding computer program product Download PDF

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US9376121B2
US9376121B2 US14/126,208 US201214126208A US9376121B2 US 9376121 B2 US9376121 B2 US 9376121B2 US 201214126208 A US201214126208 A US 201214126208A US 9376121 B2 US9376121 B2 US 9376121B2
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driving condition
item
vehicle
display unit
information
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US20140225721A1 (en
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Stephan Simon
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B60K35/20—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B60K35/20—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor
    • B60K35/21—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor using visual output, e.g. blinking lights or matrix displays
    • B60K35/215—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor using visual output, e.g. blinking lights or matrix displays characterised by the combination of multiple visual outputs, e.g. combined instruments with analogue meters and additional displays
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K35/28—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor characterised by the type of the output information, e.g. video entertainment or vehicle dynamics information; characterised by the purpose of the output information, e.g. for attracting the attention of the driver
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • G01D7/00—Indicating measured values
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    • G—PHYSICS
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    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K2360/00—Indexing scheme associated with groups B60K35/00 or B60K37/00 relating to details of instruments or dashboards
    • B60K2360/16—Type of output information
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • G—PHYSICS
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    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
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    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
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    • G01S7/10—Providing two-dimensional and co-ordinated display of distance and direction

Definitions

  • the present invention relates to a method for displaying a driving condition of a vehicle, a display unit for displaying a driving condition of a vehicle, a corresponding device, and a corresponding computer program product.
  • the dashboard of motor vehicles is usually dominated by two display instruments, the speedometer and the tachometer.
  • U.S. Pat. No. 6,922,139 B2 describes a display instrument for a vehicle, using which the velocity associated with the vehicle, on the one hand, and the velocity relating to another vehicle, on the other hand, may be displayed.
  • the present invention provides a method for displaying a driving condition of a vehicle, a display unit for displaying a driving condition of a vehicle, a method for assisting a driver of a vehicle in a driving task with the aid of a display unit, furthermore, a device which uses this method, and finally a corresponding computer program product.
  • the driver of a vehicle may be assisted in controlling the distance, for example, to a preceding vehicle.
  • a prevailing driving condition of the vehicle in which under certain circumstances a collision with the preceding vehicle threatens, may be displayed to the driver in relation to a safe driving condition of the vehicle, in which no collision threatens.
  • the driver may thus be assisted in transferring the prevailing driving condition to the safe driving condition.
  • the display unit may be implemented as a so-called time-to-collision speedometer, which displays a point in time until a collision of the vehicle with another vehicle or an object.
  • the display unit may be provided as an additional instrument of a dashboard of the vehicle or instead of the tachometer.
  • the tachometer is replaced by a time-to-collision speedometer (abbreviated as TTC speedometer).
  • TTC speedometer may display an assumed time until a collision.
  • the TTC speedometer may also represent a supplement to the already provided instruments.
  • ACC adaptive cruise control
  • ACC systems are already known and are mostly based on radar sensors, partially also on lidar sensors. More recently, however, multiple sensors have also been combined, for example, radar and video, to improve and expand the ACC function.
  • the driver does not need to actuate gas and brake pedals. If the system is no longer capable of tracking the object, it prompts the driver to take over the driving task.
  • the driver is mostly informed only rudimentarily or not at all about the system status of the ACC controller. One cause of this is partially the uncertainty of the measuring data, using which the ACC controller must operate.
  • This image-based tracking opens up the possibility of determining the time to collision (TTC) to one or multiple target object(s) at any point in time and in the cycle of the image recording, typically 25 images per second, but other cycles are also possible.
  • TTC time to collision
  • the human as the driver is also dependent solely on the visual information to control the distance to the preceding vehicle. Since stereoscopic vision hardly still plays a role in the typical distance ranges up to the preceding vehicle, the human determines with his eyes, in particular, size changes of the image of the target object, to recognize whether it approaches or moves away observed relatively. This task may thus also be fulfilled well using only one eye, which is confirmed by experience.
  • An image-based tracking method may also require only one camera and determines the size change of the object with a substantially higher precision than a human is capable of.
  • the present invention provides a method for determining an item of control information for displaying a driving condition of a vehicle with the aid of a display unit of the vehicle, the method including the following steps:
  • the item of control information being designed to cause a display of an item of information about the prevailing driving condition in relation to an item of information about the safe driving condition by the display unit.
  • the display unit may be situated in a dashboard of the vehicle and may be designed as a TTC speedometer, for example.
  • the object may be a stationary object, a stationary other vehicle, or another preceding or trailing vehicle.
  • the display unit may have a scale and additionally or alternatively different sectors. With the aid of the display unit, it may be displayed to the driver how a prevailing driving condition behaves in relation to a safe driving condition. In the safe driving condition, a distance between the vehicle and another vehicle does not change or only changes within a predefined tolerance range. Therefore, there is no collision risk.
  • the prevailing driving condition may be displayed as the safe driving condition, for example, in that a pointer, which displays the prevailing driving condition, is located within a sector of the display unit associated with the safe driving condition. If the distance to the other vehicle changes, the prevailing driving condition thus does not correspond to the safe driving condition.
  • a deviation between the prevailing driving condition and the safe driving condition may be displayed with the aid of the display unit, for example, in that the pointer, which indicates the prevailing driving condition, is located outside the sector of the display unit associated with the safe driving condition.
  • the prevailing driving condition may either correspond to a condition in which a risk of a collision between the vehicle and the other vehicle exists, or may correspond to a condition in which no risk of a collision between the vehicle and the other vehicle exists.
  • the condition that no risk of a collision exists may be subdivided into the safe driving condition and into a further condition, in which a distance between the vehicle and the other vehicle progressively increases.
  • it may be displayed to the driver that he may transfer the vehicle into the safe driving condition proceeding from the prevailing driving condition either by a reduction of the velocity or by an increase of the velocity.
  • present measuring data may be analyzed. The measuring data may be received via interfaces from sensors of the vehicle.
  • the measuring data may relate to data related to the vehicle, for example, the velocity of the vehicle.
  • the measuring data may also include data relating to the other vehicle, for example, a distance or a relative velocity between the vehicle and the other vehicle.
  • a change or maintenance of the distance between the vehicle and the other vehicle may also be determined by an analysis of chronologically successive image recordings of the other vehicle, which were acquired by an image acquisition unit of the vehicle.
  • a first image recording a first dimension of a structure of the other vehicle, which is imaged in the image recording, may be determined and in a second image recording which is acquired chronologically thereafter, a second dimension of the same structure of the other vehicle, which is imaged in the image recording, may be determined.
  • a distance change between the vehicle and the other vehicle over time which is ascertained in this way or another way, may be analyzed.
  • a present velocity difference between the vehicle and the other vehicle may also be analyzed. If the distance remains constant or if no velocity difference exists, the safe driving condition is provided. If the distance changes or a velocity difference exists, the prevailing driving condition thus does not correspond to the safe driving condition.
  • a velocity may be associated with the safe driving condition, which, if it is maintained, does not have any collision risk.
  • the relative velocity may be associated with the prevailing driving condition.
  • a value based on the relative velocity and the distance between the vehicles may also be associated with the prevailing driving condition. If the relative velocity is not equal to zero, the risk of an impact or a possibly unintentional increase of the distance between the vehicles exists.
  • the relative velocity is dependent on the velocity of the vehicle: A deviation may therefore be shown via the display unit, which corresponds to a deviation of the present velocity from the safe velocity or is based on this deviation. The deviation may be shown in a suitable scaling.
  • the item of control information may be provided as an electrical signal via an interface to the display unit.
  • the item of information about the prevailing condition may include an item of information about a duration until a collision between the vehicle and the object.
  • a value of the duration may be displayed directly or a pointer which displays the prevailing driving condition may point to a corresponding value. This gives the driver a suggestion of how rapidly he must react to reach the safe driving condition.
  • the display unit may have a marking associated with the safe driving condition.
  • the method may include a step of carrying out a comparison between the safe driving condition and the prevailing driving condition and the item of control information may be designed to show the item of information about the prevailing driving condition in relation to the marking depending on the comparison.
  • a safe velocity of the vehicle at which no collision risk exists, may be associated with the safe driving condition.
  • the safe velocity may be compared to a present velocity of the vehicle in the comparison.
  • a velocity difference ascertained by the comparison may be shown on the display unit.
  • the relationship may be shown by a distance between the marking and a display element displaying the prevailing driving condition, for example, a pointer. For example, the distance may be greater the greater the velocity difference.
  • the marking associated with the safe driving condition makes it easier for the driver to estimate the prevailing driving condition.
  • the display unit may include a first sector, which is associated with a first driving condition, in which a distance between the vehicle and the object remains at least approximately constant, may include a second sector, which is associated with a second driving condition, in which the distance between the vehicle and the object decreases, and may include a third sector, which is associated with a third driving condition, in which the distance between the vehicle and the object increases.
  • the item of control information may be designed to show the prevailing driving condition in the first, the second, or the third sector depending on the comparison.
  • the sectors may be formed in different colors.
  • the second sector may include a warning color. The driver may grasp the information shown on the display unit more easily by way of the sectors.
  • the display unit may have another suitable number of sectors.
  • the display unit may also have a line or a dot instead of a sector.
  • the display unit may thus also have, for example, 21 ⁇ 2 sectors, i.e., two sectors and a dot, four sectors, or five sectors.
  • One suitable driving condition may be associated with each of the different sectors, lines, or dots.
  • the item of control information may be designed in this case to set a size ratio between the first, the second, and the third sectors depending on the item of information about the velocity of the vehicle.
  • the display space available on the display unit may thus be utilized optimally to display the relevant items of information.
  • the present invention also provides a display unit for displaying a driving condition of a vehicle, having the following features:
  • a first display area which is associated with a first driving condition, in which a distance between the vehicle and an object remains at least approximately constant;
  • a second display area which is associated with a second driving condition, in which the distance between the vehicle and the object decreases
  • a third display area which is associated with a third driving condition, in which the distance between the vehicle and the object increases
  • the display unit may be an analog instrument, for example, a pointer instrument.
  • the display unit may also have a display screen, on which the relevant items of information may be overlaid.
  • a part of a surface of the display unit visible to the driver or a display element used by the display unit may be associated with each display area.
  • a display area may include a plane element, a line, or a dot.
  • the plane element may represent a sector or a strip, for example.
  • the display unit has a display area for displaying an image of the object. This makes it easier for the driver to find a connection between the real traffic events and the displayed information.
  • the present invention provides a method for assisting a driver of a vehicle in a driving task with the aid of a display unit, which includes the following steps:
  • the present invention also provides a device, which is designed to carry out or implement the steps of the method according to the present invention in corresponding units.
  • the object on which the present invention is based may also be achieved rapidly and efficiently by this embodiment variant of the present invention in the form of a device.
  • a device may be understood in the present case as an electrical device, which processes sensor signals and outputs control signals as a function thereof.
  • the device may have an interface, which may be designed in hardware and/or software.
  • the interfaces may be part of a so-called system ASIC, for example, which contains greatly varying functions of the device.
  • the interfaces are separate integrated circuits or are made at least partially of discrete components.
  • the interfaces may be software modules, which are provided on a microcontroller in addition to other software modules, for example.
  • a computer program product having program code is also advantageous, which may be stored on a machine-readable medium such as a semiconductor memory, a hard drive memory, or an optical memory, and may be used to carry out the method as recited in one of the above-described specific embodiments when the program is executed on a device corresponding to a computer.
  • a machine-readable medium such as a semiconductor memory, a hard drive memory, or an optical memory
  • FIG. 1A shows a block diagram of a device for displaying a safe driving condition of a vehicle according to one exemplary embodiment of the present invention.
  • FIG. 1 shows a flow chart of a method for displaying a safe driving condition of the vehicle according to one exemplary embodiment of the present invention.
  • FIG. 2 shows a view of a display unit according to one exemplary embodiment of the present invention.
  • FIG. 3 shows a view of another display unit according to one exemplary embodiment of the present invention.
  • FIG. 4 shows a view of a detail of a display unit.
  • FIG. 5 shows another view of a detail of a display unit.
  • FIG. 6 shows a view of a display unit according to one exemplary embodiment of the present invention.
  • FIG. 7 shows another view of another display unit according to one exemplary embodiment of the present invention.
  • FIG. 8 shows another view of another display unit according to one exemplary embodiment of the present invention.
  • FIG. 9 shows another view of a display unit according to one exemplary embodiment of the present invention.
  • FIG. 10 shows another view of another display unit according to one exemplary embodiment of the present invention.
  • FIG. 1 shows a flow chart of a method for displaying a safe driving condition of a vehicle according to one exemplary embodiment of the present invention.
  • a safe driving condition of the vehicle is ascertained, in which no risk of a collision with the other vehicle exists.
  • a prevailing driving condition of the vehicle is ascertained.
  • an item of control information for activating a display unit is determined, which is suitable for causing a display of an item of information about the prevailing driving condition in relation to an item of information about the safe driving condition by the display unit.
  • the item of control information is output on the display unit, to show the item of information about the prevailing driving condition in relation to the item of information about the safe driving condition with the aid of the display unit.
  • the display unit may be a TTC speedometer, as described in the following exemplary embodiments in different variants.
  • time-to-collision T TC i.e., the time until a possible collision, is indicated with the aid of the display unit.
  • the TTC is generally known, but will nonetheless be explained briefly here, in particular with regard to its visual or camera-based determination.
  • T TC - d v .
  • a camera connected to the host vehicle tracks two points on the object, whose distance parallel to the camera plane is W.
  • a distance therefore results of
  • TTC ⁇ .
  • TTC has a positive value.
  • the TTC has a negative value.
  • the scaling factor s approaches + ⁇ or ⁇ .
  • TCC relates to the point in time of the collision of the object, more precisely the points observed on the object, with the camera.
  • the point in time of collision with the host vehicle front is of interest for practical application.
  • Length l is the distance in the longitudinal direction, the travel direction, between the camera and the vehicle front.
  • T TCFront is 0.1 seconds less than T TCCam .
  • T TCFront is displayed to the driver, possibly even a TTC, which relates to a plane even ahead of the vehicle front, whereby a safety reserve results.
  • FIG. 2 shows a view of a display unit 200 according to one exemplary embodiment of the present invention.
  • Display unit 200 has a circular scale 202 .
  • the number 0 is shown on the left and a symbol in the form of a check mark is shown on the right on scale 202 .
  • the numbers ⁇ 1, ⁇ 2, ⁇ 3, ⁇ 4, and ⁇ 8 are shown on scale 202 proceeding from the number 0.
  • the numbers 1, 2, 3, 4, and 8 are shown on scale 202 proceeding from the number 0.
  • the numbers allow a fundamental display of the TTC.
  • the numbers indicate a time until the collision in seconds here.
  • Scale 202 encloses a circle, which is divided into three sectors 210 , 212 , 214 .
  • a sector boundary between sectors 212 , 214 is located at the number 0.
  • a sector boundary between sectors 210 , 212 is located at the number ⁇ 4.
  • a sector boundary between sectors 210 , 214 is located at the number 4.
  • the word “follow” may be shown inside sector 210 .
  • the word “accelerate!” may be shown inside sector 212 .
  • the word “brake!” may be shown inside sector 214 .
  • the requests “follow”, “brake”, and “accelerate” may also reasonably be shown in the form of symbols, so-called icons.
  • a pointer 220 represents a prevailing driving condition. Pointer 220 presently points in sector 214 to the middle between numbers 1 and 2. In the event of a change of the prevailing driving condition or a change of the safe driving condition, pointer 220 changes its position.
  • the elements of display unit 200 shown may be displayed completely or partially on a display screen or projected in a field of vision of the driver.
  • Display unit 200 shown in FIG. 2 represents a possible embodiment for a TTC speedometer, designed here as a pointer instrument.
  • pointer 220 For ideal following travel, pointer 220 must be steered to the right to the point of scale 202 identified with a check mark with the aid of gas and brake pedal actuation.
  • TTC ⁇ .
  • This ideal point is to be sought both by an automatic cruise control (ACC) and by a human driver. This point is identified here with a check mark. The point represents the setpoint state.
  • ACC automatic cruise control
  • scale 202 is shown, on which the TTC is plotted in seconds.
  • the dotted lines divide scale 202 into the three sectors 210 , 212 , 214 of 120° each here.
  • pointer 220 is located in the bottom left sector 214 , identified by “brake!”, of TTC from 0 seconds to 4 seconds, a braking intervention is necessary, and all the more urgently the closer the pointer comes to the number zero.
  • acceleration may or should be carried out, if the object is to be followed.
  • a linear scale 202 i.e., a linear curve of the TTC with the pointer angle, was selected here, it is strongly nonlinear in right field 210 .
  • scale 202 extends through the infinity point, more precisely, ⁇ and + ⁇ are coincident here.
  • a nonlinear scale 220 for the TTC is necessary at least for this sector 210 .
  • the driver does not have to know or understand such technical details. It is only important for the driver to know how he/she may influence the position of pointer 220 using gas and brake pedals, and that he/she is to keep pointer 220 as much as possible close to the setpoint, which may also be identified or emphasized in a way other than by a check mark.
  • FIG. 3 shows a TTC speedometer 200 , according to another exemplary embodiment of the present invention.
  • the infinity point or setpoint is located on top here.
  • sectors 210 , 212 , 214 are designed to be colored.
  • sector 210 is shown in green
  • sector 212 is shown in blue
  • sector 214 is shown in red.
  • the expressions “follow”, “brake!”, and “accelerate!” may again be shown inside sectors 210 , 212 , 214 .
  • Sectors 210 , 212 , 214 are also shown here by ring-shaped areas.
  • FIG. 3 shows an alternative form of TTC speedometer 200 .
  • This TTC speedometer 200 differs from TTC speedometer 200 shown in FIG. 2 primarily in the orientation of scale 202 .
  • the point at which pointer 220 is to be held is located on top here.
  • sectors 210 , 212 , 214 are backed with intentionally selected colors according to this exemplary embodiment.
  • Blue stands for “free travel”, for example, an association with the blue display light for the high beams.
  • Red stands for “braking”, such as the red brake lights of the preceding vehicle or the red traffic light or the red stop sign.
  • Green stands for “correct” driving, but also for an “economical” manner of driving.
  • FIGS. 4 and 5 each show a view of a detail of a display unit having adaptive sectors 210 , 212 , 214 according to one exemplary embodiment of the present invention.
  • the sizes of sectors 210 , 212 , 214 may be adapted to the vehicle velocity. At high velocity, shown in FIG. 5 , a narrower green area in the form of sector 210 results for the following travel than at low velocity, shown in FIG. 4 .
  • the other sectors 212 , 214 are adapted accordingly in their size.
  • Sector 212 is shown in blue and sector 214 is shown in red.
  • the expressions “follow”, “brake!”, and “accelerate!” may again be shown inside sectors 210 , 212 , 214 .
  • the sector sizes are varied as a function of the velocity, as shown in FIG. 4 . This is based on the fact that the time for braking to a standstill grows approximately linearly with v Host , in the case of assumed constant maximum deceleration.
  • the target object does also require a similar braking time in the normal case, which provides an additional safety reserve.
  • this safety reserve is not to be utilized, because it is not available in all situations, for example, in the event of impact of the target object on the tail end of a traffic jam or a multiple car pileup.
  • Green area 210 may be designed, for example, in such a way that it approximately begins at the total time which results from the summation of deceleration time, reaction time of the human, and latency time of the brake system.
  • FIGS. 6 and 7 each show a view of a display unit 200 having an adaptive inclination of scale 202 according to one exemplary embodiment of the present invention.
  • scales 202 may be adapted to the vehicle velocity.
  • scale 202 is adapted for low velocity.
  • scale 202 is adapted for a higher velocity.
  • the numbers of scale 202 in FIG. 7 are accordingly 0, 2, 4, 6, 8, 15, and ⁇ 2, ⁇ 4, ⁇ 6, ⁇ 8, ⁇ 15.
  • the expressions “follow”, “brake!”, and “accelerate!” may again be shown inside sectors 210 , 212 , 214 .
  • a sector boundary between sectors 212 , 214 is located at the number 0.
  • a sector boundary between sectors 210 , 212 is located at the number ⁇ 8.
  • a sector boundary between sectors 210 , 214 is located at the number 8.
  • the scale values of scale 202 may also be changed, in that the scale lines and the numbers “travel” depending on the intrinsic velocity, for example. This inclination of scale 202 is easy to implement, if TTC speedometer 200 is partially or entirely designed as a display screen.
  • FIGS. 6 and 7 show an example of a corresponding scale adaptation.
  • an intervention of the driver or the vehicle dynamics program in the representation of the display unit is made possible.
  • a control unit for activating display unit 200 may have a suitable interface to one or multiple operating elements for this purpose and may be designed to permit data received via the interface to be incorporated in a design of the information shown by display unit 200 .
  • Such an exemplary embodiment has the advantage for the driver of being able to adapt display instrument 200 to his driving style, for example, from “economical” via “normal” to “sporty-dynamic”.
  • the type of the TTC representation may also be coupled to the position of a selector switch for the selection of the vehicle dynamics program, as is prevailingly already available for many vehicle models.
  • FIG. 8 shows a TTC speedometer 200 according to another exemplary embodiment of the present invention.
  • an image 830 of the presently tracked object, the target object is shown in TTC tachometer 200 as auxiliary information. Only the essential part, the tip, is shown of pointer 220 .
  • Sectors 210 , 212 , 214 are situated in a ring shape inside scale 202 .
  • Image 830 is shown in a circular inner area enclosed by sectors 210 , 212 , 214 .
  • Image 830 may be acquired by a camera situated on the vehicle and provided via a suitable interface to a control unit for activating TTC speedometer 200 .
  • Display unit 200 may accordingly have an integrated video display screen having an automatically selected image detail 830 .
  • the driver does not explicitly experience to which target object the system is presently controlled.
  • the target object may be displayed to the driver as image 830 , for example, in the form shown in FIG. 8 , if the technical conditions are provided, in particular the image display capability here.
  • Detail 830 from the original image may optionally always have a fixed size, the displayed object is then scaled in inverse proportion to the distance, as usual. On the other hand, it is also possible to rescale the cut-out object, for example, so that the displayed size of the object remains approximately equal independently of the distance.
  • image 830 of the displayed object may be intentionally shown shifted laterally out of the center of display instrument 200 , for example, to indicate to the driver that he is to steer or optionally change the lane to continue to track the object.
  • a displacement of the object in image 830 to the right could mean, for example, that the driver is thus to be prompted to steer to the right.
  • FIG. 9 shows a possible representation of one or multiple TTC speedometers 200 , according to another exemplary embodiment of the present invention.
  • one TTC speedometer 200 is overlaid in camera image 830 for each relevant object.
  • one image of the object is therefore not embedded in the representation of the TTC speedometer, but rather a representation of TTC speedometer 200 is embedded in image 830 of the object.
  • TTC speedometer 200 may be shown in simplified form in this case.
  • scale 202 may be shown without numbers and integrated into sectors 210 , 212 , 214 .
  • Sectors 210 , 212 , 214 may be shown in a ring shape and in different colors.
  • a time to a collision with the object, with which TTC speedometer 200 is associated may be indicated in an area enclosed by sectors 210 , 212 , 214 .
  • the time specification is determined under the assumption that the velocities of the host vehicle and the other vehicle are not changing.
  • the time specification may be backed with a color, a color selection being dependent on a variable of the value indicated by the time specification. For example, the value of the time specification may initially be calculated and subsequently a color associated with the value may be selected for the background of the time specification.
  • FIG. 9 shows two TTC speedometers 200 .
  • a first TTC speedometer 200 is associated with a first directly preceding vehicle. It displays as a time specification a value of 5.8 seconds. The time specification is backed with a yellow color, which excites attentiveness.
  • a dimension of first TTC speedometer 200 is adapted to an illustrated size of the first vehicle.
  • a second TTC speedometer 200 is associated with a second vehicle located ahead of the first vehicle. It displays as a time specification a value of 11 seconds. The time specification is backed with a green color, which indicates safety. A dimension of second TTC speedometer 200 is adapted to a displayed size of the second vehicle. Second TTC speedometer 200 is shown smaller than first TTC speedometer 200 here, whereby it is clear to the driver that the second vehicle is located farther away than the first vehicle.
  • TTC speedometers may be displayed. If sufficient space for the display of multiple TTC speedometers is not available, two or more TTC speedometers may partially or entirely mutually overlap one another.
  • the TTC speedometers which are more important for the driving task preferably conceal the less important ones.
  • the TTC speedometers having smaller absolute values of the TTC are generally more important than those having greater absolute values.
  • the display of TTC speedometer 200 is carried out in camera image 830 .
  • one or multiple TTC speedometers 200 may also be overlaid into camera image 830 , which is displayed to the driver.
  • TTC speedometer 200 is displayed for each of them, which moves here with the object and adapts itself in size to the object in image 830 .
  • a greater advantage of the system is clear in the event of vision distraction, if the driver has turned his view briefly away from the traffic events and then must again obtain an image of the new situation. The driver must first again observe an object for a specific time using his eyes in this situation, until he may well estimate the instantaneous distance change, the TTC, or a similar variable.
  • TTC speedometer 200 In contrast, if he looks at TTC speedometer 200 , he may immediately read off the variable important to him. This gain in time is also a gain in safety.
  • the human as a driver has the problem that the eyes must alternately focus on long distances for the object distance and a short distance corresponding to the distance to the dashboard. This procedure of refocusing is called accommodation.
  • Accommodation requires a specific time, which also becomes greater with increasing age.
  • TTC speedometer 200 offers the advantage here that while the eye is focused on the vicinity, for example, to read off other display instruments or the navigation information or the onboard computer display, in the meantime the TTC may be read off again and again, i.e., the most important variable for the longitudinal intervention. The driver may even approximately read off from the TTC how many seconds still remain to him until he must again directly observe the traffic.
  • a combination of a visual display with an acoustic output is carried out.
  • TTC speedometer display 200 Many drivers, certainly not every driver, would consider coupling of TTC speedometer display 200 with a suitable acoustic output to be an advantage.
  • TTC speedometer 200 different acoustic signals are output as a function of the present TTC, which indicate to the driver whether he should accelerate or brake and at which intensity the intervention should be carried out or whether he may presently continue without intervention.
  • the driver should also have the option of influencing the frequency of the acoustic messages. For example, it may be desirable for the system to generally remain silent, but in situations in which an intervention will very probably be necessary, to output items of acoustic information.
  • the system becomes a warning system, which only alarms the driver if necessary.
  • TTC speedometer 200 in each case as a round instrument. This is also the preferred form of display, since all numeric values from ⁇ to ⁇ occur on the TTC scale and because these two infinity points are also congruent with one another.
  • FIG. 10 shows a TTC speedometer 200 in an alternative design, according to another exemplary embodiment of the present invention.
  • Another possible visualization of the TTC is shown, here having a linear scale 202 instead of a round scale.
  • Time TTC until the collision is plotted on scale 220 .
  • Sector 210 is located in the center, which may be identified with the expression “OK”, for example.
  • sector 214 is located, which may be identified with the expression “brake!”, for example.
  • sector 212 is located, which may be identified with the expression “accelerate!”, for example.
  • the display may be backed with colors, the spectral colors of the light from red to violet being able to be run from bottom to top.
  • the prevailing driving condition may be indicated by a circular marking 220 .
  • the scale is backed with a continuous color profile here.
  • the TTC is positive, i.e., the collision is imminent.
  • the deep red area from approximately 2 seconds to 0 seconds, a braking intervention is urgently necessary.
  • TTC ⁇ 0 which means that the distance to the preceding vehicle is increasing.
  • TTC speedometer 200 may thus be supplemented with an output option for light signals.
  • an outer collar around TTC speedometer 200 is shown in FIG. 2 , in which light-emitting diodes are provided. The collar may be shown in red here, because the TTC is small here.
  • the perceptibility of the TTC output may thus be improved.
  • the light sources could flash red if a braking intervention is necessary and increase their flashing frequency if the intervention becomes more urgent.
  • the light signals in particular if they vary chronologically, may even be perceived by the driver in his peripheral field of vision, i.e., even if he is not looking directly at TTC speedometer 200 .
  • the change of light colors With the change of light colors, the change occurring continuously or in a switchover, it may be indicated to the driver, for example, which mode he is presently in (following, brake!, accelerate!).
  • the light colors may be selected according to the preferred selection of the colors described on the basis of FIG. 3 .
  • TTC speedometer 200 it is advisable to indicate intervals on TTC speedometer 200 to the driver by light sources, for example, as a light band. This relates in particular to section 210 “follow” of variable size described on the basis of FIGS. 4 and 5 .
  • the light sources may also be attached at another location outside TTC speedometer 200 , for example, at the lower edge of the front windshield.
  • a heads-up display having TTC speedometers is implemented.
  • TTC speedometer 200 Alternatively to the attachment of TTC speedometer 200 in the dashboard, the option also exists of displaying TTC speedometer display 200 via a heads-up display, i.e., displaying it to the driver by reflection via the front windshield or an additional window pane.
  • a heads-up display i.e., displaying it to the driver by reflection via the front windshield or an additional window pane.
  • consideration of the acceleration is carried out.
  • the acceleration may also be taken into consideration in the determination of the TTC. This may be the host's acceleration, which is determined by derivation of the velocity signal or is measured using an acceleration sensor, or it may even be the relative acceleration, measured using a radar sensor, for example.
  • this higher dynamic response has the advantage for the driver that he receives feedback with respect to his actuation of gas and brake pedals more rapidly. He is thus informed more directly about the effects of his actions. This may be perceived to be very advantageous.
  • an application for reversing, taking into account rear and lateral traffic is carried out.
  • TTC speedometer 200 In particular for the display of TTC values for the rear and lateral traffic, it may be advantageous to house TTC speedometer 200 or even multiple thereof at other locations.
  • a particularly suitable location for TTC speedometer 200 for lateral traffic is in the surroundings of the particular lateral rearview mirror.
  • the proximity to the monitor of the rear view camera is particularly favorable for TTC speedometer 200 for the rearward vision.
  • variables which are similar to the TTC may also be displayed, for example, a mathematical linkage of the TTC and the distance to the target object. In the most general case, these are all variables which allow the driver to control a following travel behind the preceding vehicle and in particular to avoid a collision by braking interventions.
  • the approach according to the present invention may build on a camera-based object tracking method, which provides an algorithm which may determine the scaling change from image to image and therefore the TTC at high precision, with acceptable computing time at the same time.
  • the quality of the video-based results may therefore be used for a driver assistance product including the TTC speedometer.
  • a TTC speedometer is ideally suitable to be combined with the camera-based object tracking method.
  • an application of the TTC speedometer for sensors other than video sensors is also conceivable, for example, for radar or lidar.
  • a corresponding TTC speedometer represents an instrument which is intuitively well comprehensible and useful, and which provides a gain in safety and promotes economical driving.

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US20140225721A1 (en) 2014-08-14
JP2014519612A (ja) 2014-08-14
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JP5905088B2 (ja) 2016-04-20
DE102012210128A1 (de) 2012-12-20

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